Engine contained with external



R. W. BROWN ENGINE CONTAINER WITH EXTERNAL RESILLIENT SHOCK ABSORBERS 6Sheets-Sheet l Aug. 10, 1954 Filed Jan. 3. 1950 (Ittornegsv 'Aug' 10,1954 R. w. BROWN 2,685,964

ENGINE CONTAINER WITH EXTERNAL RESILIENT SHOCK ABsoRBERs Filed Jan. 5.1950 6 Sheets-Sheet 2 Snventor v Roy 1D. fown Aug- 10, 1954 R. W. BROWN2,685,964

ENGINE CONTAINER WITH EXTERNAL RESILIENT SHOCK ABSORBERS Filed Jan. 5,1950 6 Sheets-Sheet 3 EL, ggf?? (Ittomegs Aug. 10, 1954 R. W. BROWNENGINE CONTAINER WITH EXTERNAL RESILIENT SHOCK ABSORBERS Filed Jari. 5,195o 6 Sheets-Sheet 4 IIIIII-II i roum gffa

Cttornegs R. W.- BROWN Aug. l0, 1954 ENGINE CONTAINER WITH EXTERNALRESILIENT SHOCK ABSORBERS` 6 Sheets-Sheet 5 Filed Jan. 5. 1950 l l l l ll l l .I l l l .l l l l l l I 1 l 1 1 n l nventor n B09 1U. Brown ggf wfGttornega Aug- 10, 1954 R. w. BROWN 2,685,964

ENGINE CONTAINER WITH EXTRNAL RESILIENT SHOCK ABsoRBERs Filed Jan. 3,195o e sheets-sheet e Gttornegs Patented Aug. 10, 1954 ENGINE CONTAINERV'JITH EXTERNAL RESILIENT SHOCK ABSORBERS Roy W. Brown, Akron, Ohio,assignor to The Firestone Tire & Rubber Company, Akron, Ohio, acorporation of Ohio Application January 3, 1950, Serial No. 136,565

(Cl. 26S-46) 14 Claims. 1

This invention relates to improvements in containers particularlyadapted for the storage and transportation of aircraft engines.

The primary object of this invention resides in the provision of acontainer employing improved shock cushioning suspension devicesoperable on both a hydraulic and a pneumatic principle, both separatelyand in combination.

An important object of the invention is to provide an aircraft enginecontainer of rugged design and construction sealed to the atmosphere topermit dehydration of the interior thereof, While oifering protection toan engine contained therein against severe jars and jolts attendant therough handling to Which a heavy object such as an engine is liableduring loading and transportation.

A specific object of the invention resides in the provision of improvedmeans for suspending a heavy object such as jet type aircraft enginesfrom the Walls of a protective container, and to mount the suspendingcontainer on external springs.

Still another object resides in the provision of improved shockabsorbing units of the hydraulicpneumatic type, with particularreference to improvements in the metering valve assemblies employedtherein, and including self-priming features.

A still further object resides in the provision of an improvedskid-mounted container adapted for easy handling through the use ofpalletizing trucks and adapted for palletizing in a manner to relievethe Weight of the contents of the container from the bellows-type shockabsorbers during palletized storage.

A further object is to provide improved means for the cushion mountingof a container on a skid assembly to provide maximum cushioning effectagainst jars and jolts incident to overturns and drops While retainingthe cushioning displacement at a minimum.

Another object is to provide for ready stacking of containers.

Other objects and advantages are generally to improve and simplifyengine containers, and still further objects Will become apparent topersons skilled in the art upon examination of the drawings, thespecification, and the claims appended hereto.

In the drawings, in which like parts are identied by the same referencenumerals,

Fig. 1 is a View in perspective of the engine container assembly,

Fig. 2 is a side elevation of the container, partially broken away toshow interior details,

Fig. 3 is a partial bottom view of one side of the container, at one endthereof,

Fig. 4 is a sectional view taken along the line 4 of Fig. 2,

Fig. 5 is a sectional view taken along the line 5 5 of Fig. 2,

Fig. 6 is an enlarged sectional View taken along the line 5 6 of Fig. 2,

Fig. 7 is a fragmentary view, enlarged, of a suspending unit in Fig. 4,

Fig. 8 is a sectional View taken on the line 8 8 of Fig. 7,

Fig. 9 is a View of the unit shown in Fig. 7, taken from the right ofthat figure.

Fig. l0 is a fragmentary view, enlarged, of the top suspending unit inFig. Il,

Fig. 11 is a sectional View taken on the line H H ofFig. 10,

Fig. 12 is a side view in partial axial section of one form of air-oilbellows,

Fig. 13 is a partial view taken on the line |3 I 3 of Fie'. 12,

Fig. le is a View in partial axial section of another form of air-oilbellows, and

Fig. 15 is an enlarged sectional vieW of the upper valve of Fig. 13.

My co-pending application, Serial No. 125,143, filed October 28, 1949,illustrates an engine container consisting of a metal housing, similarto the housing herein illustrated and described, withintercommunicating, air-hydraulic mounting means, disposed radiallyinteriorly of the container for the cushioned support of an aircraftengine suspended therein. 'While the principal cushioning means of thepresent invention are located externally of the housing for the supportthereof on a skid assembly and are not interccmmunicating, and thecontainers therefore differ in their principle of operation, certainnovel features, such as the means for sealing the housing sections andthe accessory chamber provided, are common to both inventions and areshown herein merely for purposes of illustration, being claimed in thepreviously led application.

For the purpose of clarifying the description, the words enginecontainer or container will be used herein to mean the complete assemblyas shown in Fig. 1, while the word housing will be employed to describethe cylindrical type metallic casing or drum, separately from the skidassembly or the cushioning unit.

The housing is cylindrical in form and comprises tWo tubular sections i,2 with domed end closures 3, Ll secured to the respective sections inair-tight relation, as by Welding. The sections i, 2 have open faces ontheir ends opposite 3 the domed closures, the open faces being adaptedfor registry and securement by a coupling means. shown in detail in Fig.6, to form the closed housing.

The open ends of sections i, 2 are each rolled about tubular reinforcingmembers E into a hollow rim 1 extending for about 300 of arc, so as toterminate short of closure upon the outer walls of the housing sections.The jointure of rims 1 is given solid support by a T-ring 8, the leg 9of which extends radially outwardly of the housing, interposed betweenrims 1, and the cross arm il of which abuts the interior walls ofsections l and 2. The cross arm ii has beveled edges I2, to facilitateregistration or the rims when the sections are drawn together onto theT-ring, and annular recesses i3, semi-circular in section, are providedat the meeting corners of arm .S and arm il tc accommodate O-rings I4.The relative dimensions of the parts are such that when O-rings I4 aredeformed suiioiently to provide hermetic sealing at the coupling, therims 1 make contact with the walls of the T ring and 4o'bviate anycarrying of the load by the Q-rings. ihe assembly of sections I and 2 onthe T-ring is secured'in locked relation by opposed lugs it, il,engaging under the free edges of'rims i by means of hook portions i8,and drawn together by bolts I9 and nuts 2i. Bending of Vbolts i9is'avoided by the contact of lugs Iii, I1 with the outer surface of leg9 of the T- ring, and this contact is made possible over a considerablerange of relative motion of the lugs bythe provision of complementaryslant surfaces 22 on the lugs.

In order to minimize weight in structures of the size necessary foraccommodating the power plants'for modern aircraft, the wall thicknessof units such as housing sections l and 2 is kept to the lowestpractical minimum and the walls are given peripheral reinforcement byhollow bands 23, of generally U-form cross-section, welded to theexterior of the housing sections at'suitably spaced locations.

The bands 23 also serve as regions of anchorage for other units of thecontainer, for which the thin shell of the housing would be inadeouate.Thus, for hoisting purposes, a series of four plates 24, having inwardlyflanged openings 28 to receive hooks, are welded to adjacent pairs ofbands 23 at positions fore and aft, and on each side of the top of thehousing. These plates 24 also have bent extensions 21 on their tops,bored as at 2S, for bolting a second housing in stacked position, theform and location ofv each plate 24 and its extension 21 being suited tothat of the stacking fastenings on the bottom of the container, as willappear hereinafter.

The housing rests on four bellows 29 carried in laterally adjacent pairson cross members, shown generally at 3i, located fore and aft of 'thehousing, which latterV are secured at their ends, by bolts 32, to a pairof skids 33. Each pair of cross members comprises a pair of parallel,hollow tubes 34 of rectangular cross-section, integrated at their endsby welded angle bars 3B to form a closed rectangle, the bottom flangesof the angle bars underlying the tubes 34 to lend support to the saineand minimize loading at the welded connections. To provide directsupport of the bellows, plates 31. are welded onto the cross member 3|at each end thereof. Since the arrangement at the twov ends of member 3iis the same, only one end need be olescribed. The inner end of plate 31is turned noted that the arrangement, with laterally through the skids,not only provides 4 down between tubes 34 as at 35 and is in end contacttherewith to provide increased resistance to skewing of the plate. Anouter, corner portion of the plate 31 is cut away and bent downward toprovide a dependent, hooked prong 38 to be used for locking `thecontainers in stacked relation by bolting to extensions 21 on thelifting plates 24. The plate is of a length to overlie the top of skid33 and has dependent iianges 39 at its endscontacting the outer face ofthe skid 33. Flanges 39 and angle bar 35 have registering holes toreceive the bolts 32, which pass through drilled holes in skid 33. Itshould be bolts passing solid anchorage of the cross member againstlateral motion by means of the flanges and angle bar, but also minimizesthe effects of the drilled holes on the strength of the skids since theholes are located closely adjacent the zone of neutral stresses arisingwhen the beam is deflected from the horizontal, which is the mostprobable direction of deflection for the case considered.

Each bellows 29, later to be described in detail, is attached to plate31 by means of four bolts 4l. A hood 42 attached to plate 31 Vabove theskid serves as a protective cover for the bellows.

To the top plate 43 of the bellows (see Fig. l2) is welded a channel 44yextending generally along a diameter of the plate, and the channel isbraced along a yline perpendicular to this diameter by means of slopingflanges 46, also welded to the plate at their extremities. Forattachment of the bellows to the housing, they channel 44 is engaged(Fig. 2) around a tubular element 41 welded at its ends to arcuatestraps 43 of U-section, which in turn are welded in place, in nestedrelation with an adjacent pair of reinforcing bands 23. Channel 44 issecured to tube 41 by bolts 49. y

The internal structure of the bellows, in its preferred form, is seen inFig. 12. The periphery of the top plate 43 is rolled downwardly andinwardly, as at 5|, into generally toroidal form, to grip the bead 52 onthe upper rim of an outer, annular, rubber diaphragm 53, arcuate insection. The lower bead 54 of diaphragm 53 is secured between the flat,upper surface of a coupling ring 5S and the inwardly hooked portion 51of a clamping ring 58, which is secured to coupling ring 56 by bolts4i.l

A cup 60, of frusto-conical form, has an outer base flange el which iscentrally securedto the underside of top plate 43 asA by bolts 62. Cup6i! has openings 63 in its slant walls and has an inward flange E4 towhich are secured, by screws 65, four tongues 66 of a valve housing 61,and the upper plate 68 of an inner, rubber diaphragm BB. A cup-shapedannulus 10, secured to conical cup 60 as by bolts 1|, has its inneropening contacting the valve housing 61 and serves as a bai'iile todeect oil in the general direction of openings 53, Diaphragm G9 is ofconsiderably smaller diameter than, but similar in form to, diaphragm5.3 and has, an upper bead 12 secured in the rolled rim 1 3 of plate6,8. The lower bead 14 of diaphragin'li is secured in the rolled rim 15of a base plate 1B, which, together with diaphragm 69 and upper plate58,', comprises an inner bellows.

A dished member 1.1 is snuglyy tted around a shoulder 18 of couplingring 56 and secured. as by brazing, and forms the bottom closure ofthebel-A lows as a whole. Base plate 1-6 of the inner belows is securedto the innersurface of closure 111,

in spaced relation thereto, as by four blocks 19 which are welded toclosure 11 and provided with threaded bores to receive screws 8 I.

The inner bellows is provided, at its top and bottom, respectively, withvalves for circulatory. non-reciprocating flow of oil between the innerand outer bellows. The lower valve is a simple check valve ofconventional design comprising a housing 88 secured to lower plate 16 bythe same screws 8l which secure the lower plate to the bottom closure,and having openings 8-9 in its sides for passing oil. The valve propercomprises a disk 9| of any suitable material, such as pressed liber,which seats on an upturned flange 92 defining a central opening in thebase plate 16. The disk 9| is constantly urged toward closed position bya four-pronged spring 93 secured to the disk by a central rivet 94 andheld against rotation by engagement of its prongs between pairs ofdownwardly extending ribs 96 on the inner wall of the top of housing 88.

The upper valve comprises a disk 91, similar to lower valve disk 9|,which seats on an upturned 4flange 98 defining a central opening inupper plate 68 of the inner bellows. In the form of valve shown, thedisk is a free member, of slightly less diameter than that of housing61, and in its motion to and from seat 98 is loosely guided by the innerwalls of the cylindrical housing.

The upper valve works against spring pressure in two stages. For thispurpose, a light spring and a heavy spring are provided. The lightspring 99, which is centrally mounted behind the head |0| of a bolt |02and secured by means of a nut |03, comprises four radial prongs whichare in contact with disk 91 at all times. A sleeve I 06, received onbolt |02, passes through a central opening of a heavy, laminated spring|01 having four radial prongs. The latter pass through openings |09 inthe housing 61 resulting from outwardly struck tabs I. Spring |01 issupported on its underside by a ilange I2 on sleeve I 06, and in thenormal, unstressed condition of the heavy spring, the prongs of spring|01 are in contact with the undersides of tabs III. Sleeve |06, togetherwith bolt |02, is slidable through a central opening I I3, in the upperpart of housing 61, and a nut ||4 on bolt |02, acting through a washer||6, serves to draw up flange I|2 of sleeve |06 to deflect the nheavyspring |01 to pre-stress the same to any desired degree. With thedesired value of pre-stressing applied to heavy spring |01, light spring99 should also have its proper valve of prestressing, and the relativevalues of this pre-loading may be adjusted by means of one or morewashers I1, inserted between sleeve flange ||2 and nut |03.

For the purpose of carrying the static load and cushioning minor shocks,the air in the bellows is placed under pressure. While this could bedone by introducing air under pressure directly into the bellows, eitherseparately or collectively, with the bellows in intercommunication, ithas been found convenient to connect the bellows with the housing sothat the housing and the bellows are pressurized in one operation. Forthis purpose, a tube I I8 is iiXed at one end to the housing by a tting||9 through which it has air communication with the interior of thehousing. The other end of tube |I8 is connected to a fitting |2| securedto upper plate 43 of the bellows and communicating with the interiorthereof. A male tting I 22, threaded into fitting |2| within thebellows, carries a tube |23, the other end of which is attached to afitting |24 secured to the upper valve housing 61. When the containerhousing is pressurized, this pressure is communicated through tubes |I8and |23 and thus into the bellows. The anchoring fitting |24 for theinner extremity of tube 23 is located so as to be remote from the oillevel in the bellows at various inclinations of the bellows and thusavoid loss of oil.

It will be seen that, due to the rigid connection between the upperplates of the outer and inner bellows, respectively, through conical cup60, the two diaphragme 53 and 69 are deformed simultaneously underapplied loads. The space between the outer and inner diaphragmsconstitutes, in the main, an air chamber for the cushioning of ordinary,light loads and also serves as a reservoir for oil. If the inner bellowsis lled with oil at the time of application of such light loads, thelight spring 99 of the upper valve will yield and pass oil outwardly inan amount corresponding to the deilection of the top plate of the innerbellows.

This oil passes through the openings |09 in valve housing 61 andopenings 63 in conical cup 60, and ultimately to the sump in bottomclosure 11. During return of the bellows top plates to normal position,oil is drawn in around the lower valve disk 9| so that during the entirecycle the inner bellows remains lled with oil.

It will be seen that the bellows system acts, among other things, as apump and is self-priming, which is an important consideration in theproblems relating to air-oil shock absorbers. Thus it is merelynecessary to introduce the total required amount of oil into the bellowsas a whole and the pumping action, after a few cycles of deformation ofthe bellows, will accomplish filling of the oil chamber. If the oilshould gradually leak out of the inner chamber during a long period ofinactivity of the bellows, as in storage, subsequent handling of thecontainer will result in refilling, due to this pumping action.

The behavior of the system under light loads was discussed above. If aheavy load is suddenly applied, the disk 91 will quickly overcome thelight spring 99 and proceed to contact the head |0| of bolt |02. If thetotal load applied to the bellows as a whole is less than the total loadapplied to heavy spring |01 in pre-stressing, the disk 91 will not movebeyond the position of contact with bolt head |0| and the cushioningcharacteristics between a load capable of establishing such contact anda load capable of overcoming the heavier spring will depart from thoseof an lair spring alone and partake of the characteristics of an oilspring with an outlet orifice of fixed area. If the applied load exceedsthe value necessary to overcome the heavy spring, the cushioning ismodied by the characteristics of the heavy spring itself, and the upwardmovement of the disk 91 increases the valve opening with a resultantsoftening of the cushioning due to increased rate of outflow of oil. Inthe deflection of heavy spring |01, sleeve |06 moves through opening ||3in housing 61 and nut I2 moves upwardly away from the housing. The lowervalve 9| functions only as an inlet valve and has no relation to thecushioning qualities of the bellows system.

The suspension system for the engine to be stored comprises a sling forthe trunnions of the engine and an upper sling for a support bracketonthe engine, longitudinally spaced from the trunnions.

"As seen in Fig. 4 and in enlarged detail in Fig. 7,

the trunnions are supported from saddle members, each comprising a pairof brackets |26 welded to the beveled side I2 of leg of the T- ring, andlocated intermediate the horizontal and vertical planes through thecenter line of the housing. Attached to bracket |26 by `a plurality ofbolts |21 is a suspension member |28, the connection being renderedresilient by rubber bushings |29 surrounding bolts |21. A block |3|secured to a trunnion |32 of the engine as by a bolt |33 is secured to ahorizontal shoulder |34 on the suspension member |28 by two bolts |36.

The upper suspension (Fig. indicated as a whole by the numeral |31,comprises a crossbar |38 having an upper, arcuate surface |38 adapted tomate, at least for a part of its length, with the inner surface of thehousing. The crossbar |38 is provided at its ends with T-slots 4l,running laterally across the bar and adapted to engage complementallyshaped T-nuts |42 threadedly carried on bolts |43 inserted through thehousing wall from the exterior thereof. By this means the cross-bar maybe drawn up against the interior wall of the housing and the areas ofthese attachments are reinforced by straps |44 and a pair of arcuatetubular elements |45, |46, the latter being welded to the housing andthe straps having upwardly turned ends |41 welded to the inner sides ofelements |46. Since the housing is intended to be pressurized, bolts |43are provided with resilient washers |48 beneath the usual metal washer|48, an annular seat being provided in strap |44 to accommodate theresilient washer.

The intermediate suspension element (see also Fig. il) comprises a pairof plates |5| generally triangular in form, which are secured tocrossbar |38 by a plurality of bolts |52 with rubber bushings 253 snuglyreceived in transverse bores in cross-bar |38. The lower extremities ofplates |5| are bent inwardly around a stifening plate |54, and haveexternal, welded reinforcing plates |55. Plates |5| and |55 support abolt |56 on which a U-shaped element |51 is pivoted, bolt |56 beingprovided with rubber washers |58 and metal washers |59. U-shaped element|51 carries a bolt |66 adapted to engage a pair of lugs |5| on the upperpart of an engine. Bolts |56 and |68 thus constitute a gimbal mounting,and the entire load is cushioned by rubber bushings |53. It should benoted that in the employment of bushings, such as |53, in plurality, itbecomes a matter of simple design to take care of engines of variousweights since the rubber parts can be standard, and only the barcarrying the bushings need be varied to accommodate more or less of suchbushings. The same is true, of course, in regard to the trunnionsuspension discussed before.

In mounting an engine, such as that shown at |65, in broken lines, Fig.2, the blocks |3| are bolted to the engine trunnions, and then to thesuspension member |28 depending from the Tring, which has beenpreliminarily secured in correct angular relation on housing section bya pair of diametrically disposed brackets |62 (Fig. li), welded to thearm of the T-ring (Fig. 6), the brackets being secured in any convenientmanner to housing section as by bolts |63 welded to the latter.Thereafter, housing section `2 is drawn over the engine to bring uppersuspension cross-bar |38 into engagement with T-nuts |42. For thispurpose, a guiding rail is provided on the upper interior surface ofhousing section 2. The rail is of I-section and comprises a pair ofchannel bars |64, |66 are ranged back-to-back, welded to the housing,and extending longitudinally thereof. A rider bar |61 of C-section issecured in a central, lateral channel |68 in cross-bar |38 by means ofbolts |68, bar |61 having an attached plate |1| for increasing itseffective thickness to threadedly receive bolts |69. The bar |61 is of alength to extend somewhat beyond each side of crossbar |38 (Fig. 2) andits inwardly turned anges |12, |13 are adapted `to slide on the bottomflanges of channels |64, |66. It should be noted that when the containersection 2 is being slid toward section with the rail and rider bariianges engaged, the cross-bar |38 is somewhat lower relative to housingsection 2 than the position shown in Fig. 10. T-nuts |42, therefore,will be accordingly lower on their bolts so as to be aligned with theT-slots of the cross-bar. This registry may be further ensured by a pairof rods |14, |15 anchored to a block |16 xed to channel rails |64, |66,and connected, respectively, to the two T-nuts. After the housingsections 2 have been brought into abutting relation at the T-ring, theT-nuts are drawn up by turning their bolt heads from the outside of thehousing and assume the carrying of the load, C- bar |61 being lifted outof contact with the guiding rail.

End dome 3 of the housing has an opening to receive an accessorycontainer indicated as a whole by the numeral |11. Such a container hasbeen described in my aforesaid co-pending application and need not befurther described here in detail. It is sufficient to point out that itis adapted to store documents, such as engine records, will contain adesiccant, and may be pressurized to the same or a diierent degree fromthat of the housing interior.

in order to cushion the shock in the event that the container is tippedover sidewise, bumpers are provided on the housing. These, indicatedgenerally by the numeral |18, are attached to the side oi the housingbelow the horizontal plane through the axis of the housing. As shown,they are four in number, two on each side of the housing, and eachcomprises a bumper rail |19 of square section metal tubing secured tothe housing in spaced relation thereto by means of a pair of brackets.Each bracket comprises an arcuate saddle member or" shallow, channelsection, secured, in nested relation, to adjacent reinforcing bands 23of the housing as by bolts |6|, nuts being welded to the interior ofbands 23 to receive the bolts. An outer element |82 of the bracket isjoined to the saddle member |80 by upper and lower bridges |83, |84,respectively, of rubber or equivalent material having suitableshock-absorbing qualities, the rubber bridges being bonded to each ofthe bracket elements and forming the sole connections therebetween. Theouter bracket element |82 is of channel section, the depth of thechannel increasing in the downward direction of the element so that alfthough its inner part curves inwardly, the outer edges, in the lowerhalf of the member, are substantially Vertical so as to present abroadside in contacting the floor or ground. Near its lower end,portions |81 of each side of element |82 are bent inwardly and welded inabutting relation to form a niche snugly receiving the end of bumperrail |19 which is secured in place as by a bolt |88.

It will be seen that the rail |19 and the outer `bracket channels definea considerable area for 9 impact so as to avoid concentrated loads, andfurther that the loads are cushioned by the rubber bridge pieces, backedup by the reinforcing rings on the housing.

A further reduction in the severity of side falls is achieved byproviding a rocker |39 beneath each bumper rail. Conveniently, theserockers may be secured to the bellows guards 42. During an overturn ofthe container, the i-lrst fulcrum is along the bottom of the outer sideof one of the skids. The rst action is a rise of the center of gravityof the total mass of container and contents until it is vertically abovethe fulcrum line. Movement beyond this position will result in fallingof the container due to its own weight. However, it will not behave as afreely falling body since it is constrained to turn in an arc about thefulcrum line and also because, in the early stages of fall, portions ofthe total mass are still being lifted to their maximum verticalposition. In order to determine the energy values at points of impact itis simple and convenient to employ the equivalent free fall of the body.Thus, if the body be turned about its center of gravity, Without anymotion of translation, until the center of gravity is directly above thepoint of impact for which the equivalent free fall is to be determined,the equivalent free fall will be simply the distance from the impactpoint to the door. In Fig. 4, the fulcrum point is indicated at A, andthe rst point of impact at B. If radial lines D and E be drawn throughpoints A and B, respectively, from the center of Igravity CG, and thearc F drawn through point A and intersecting radial line E at G, thedistance BG will represent the distance of equivalent free fall forimpact of the point B. This is true even though the situation whereinthe floor is perpendicular to the line E at contact of B is not realizedin the actual rolling fall, for in computing energy values it issumcient to consider only the limiting values of the energy levels. Inother words, if it be assumed that no obstructions hindered the freefall to G of the point B any subsequent turning about B as a fulcrum (tothe position assumed in the actual rolling fall where the rocker |89lies along the oor) Will not add to the energy spent at point B.

Similarly, in the second stage of rolling fall from point B to point Con bumper |18, the sec- I nd quantity of energy developed is given by anequivalent free fall through a radial distance CH, where H is theintersection of the radial line I through C with an arc J drawn from B.This energy is dissipated largely in the bumper, but also in the enginesuspension, and the initial impact at B is absorbed largely by lateraldeformation of the bellows. The two-stage cushioned impact is veryeffective in minimizing the shock of the tumbling fall.

In order to facilitate handling of the container by fork-lifting trucks,nat-bottomed contact elements |9| are secured, in spaced relation, onthe underside of lthe housing, transversely thereof. Each of these hasits ends bent upwardly as at |92 and flanged in arcuate form as at |93for attachment to the housing as by welding. Guide rails |=94 for thetruck forks, one of which latter is shown in broken lines at |95 in Fig.5, are provided along the inner edges of contact elements 9|, being alsosecured to the housing as by welding directly thereto and to braceelements 200.

In the process of enclosure and assembly, the trunnion mounting brackets|26 with suspension members |28, are attached to the inside of the 10T-ring 8, and the T-ring is secured in approximate position on the rimof container section by means of brackets |62 and bolts |63. lI'he uppersuspension |31 is secured to lugs |6| on the engine |95, trunion blocks|3| are secured to the trunnions |32, and the engine is suspended froman overhead lift by means of a sling. The engine is then moved intohousing section and the trunnion blocks secured to the suspendingmembers |28. Thereafter, the section 2 of the housing is moved towardhousing section and the rails |94, 66 are inserted in and moved alongthe C-section bar |61 until the T-nuts |42 are engaged in T-slots |4I.The housing sections are then secured in abutted relation on the T- ring8 by means of lugs I6, |1, and the bolts |43 are tightened up to takeover the load at the upper suspension |31. The housing and bellows arethen pressurized through a valve |99 in the accessory case cover |11.

Conveniently, a series of rubber elements |91 will be carried on theunderside of guide rails |94 to contact the skids 33 and avoid undueloading of the bellows prior to pressurizing the same.

An alternative form of bellows is shown in Fig. 14 wherein the importantdifferences have to do with the location of the inner diaphragm and thevalve arrangement. Parts identical with those in the Fig. 12 bellows areindicated by similar reference characters. The top plate |98 of theinner diaphragm 69 is bolted in direct contact with the underside of topplate 43 of the outer diaphragm 53. Base plate |99 of the innerdiaphragm is secured by bolts 20| to a coupling ring 202 having recesses203 in its upper surface to permit passage of fluid between the lowerchamber within bottom closure 204 and the space between the diaphragme.

The lower plate |99 has a central opening in which is secured a valve,indicated generally by the numeral 205. The valve comprises a cap piece20e and a downwardly extending sleeve 201 which terminates near thebottom of closure 204. The cap piece has a series of ports 208communicating with the interior of inner diaphragm 99, and has acentral, slant-walled bore in which is secured the head 209 of a bolt 2|I. A spider 2|2, threaded on the lower end of bolt 2| engages the lowerend of a helical spring 2 I3 securing the latter in abutting relationwith an inner annular shoulder 2|4 on the cap 206. The upper edge of thespring extends somewhat inwardly of the shoulder 2 |4 and is engageableby the outer nange 2|6 of a valve 2|1 slidably mounted on the bolt 2|and constantly urged downwardly by a relatively light helical spring2|8.

Assuming the inner chamber to be filled with oil, a load on the systemof sufficient magnitude to overcome the heavy spring 2 3 will causedownward movement of valve 2| 1 and oil will be forced out of the innerchamber and into the sump 204 against the pressure of the air in theouter chamber, and at a velocity determined by the extent of valveopening. Upon relaxation of the load, the air pressure will force valve2 |1 yupward against the pressure of light spring 2|8 to return thedisplaced oil to the inner chamber. Thus, the action is reciprocal ascontrasted with that of the form of bellows of Fig. 12 wherein the flowis circulatory.

The reciprocal flow bellows may be rendered self-priming by provision ofa vent which will relieve air-lock in the inner chamber. Thus, a conduit2 I9 is secured to the top plate |98, as `by a bolted strap 22|, so thatits open end is located at `a high level in the oil chamber. A checkvalve 222 is located in the upper end of conduit 2 I9 and is urged in adirection outwardly of the conduit by a light spring 223, so that fluidmotion upwardn ly through the conduit is prevented. Conduit 2 lcommunicates with a central bore 224 in bolt 2i i, and a second conduit225 communicates with the lower end of bore 224 and leads outwardly ofthe valve sleeve 26'! as at 226.

If the inner chamber is not filled with oil, contraction of the bellowsas a whole will increase the air pressure within and, due to the lowercubic content of the inner bellows as compared with the combined airchamber and sump, air will pass check valve 222 and proceed throughconduit 2 I S, bore 22d, and conduit E25- 226, where it escapes into theoil and rises to the air chamber. Upon expansion of the bellows, oil isdrawn past valve 2H to replace the expelled air. Upon repeatedcontraction and expansion of the bellows, the oil chamber ultimatelybecomes filled and the system is then in condition for high dynamicloading.

During low values of dynamic loading, the shocks are cushioned by theair chamber and by passage of oil through the relatively restricted bore222 in the valve bolt. At high loads, the heavy spring 213 is overcomeand oil is forced out of the inner reservoir to gradually dissipate theshock, the eiective opening at the valve 2H depending upon the magnitudeof the load.

In comparing the two types of bellows shown, it is to be noted that inthe Fig. 14 modiiication the oil chamber is at the same level as the airchamber in order that the oil 4chamber may have large capacity and,thereiore, be capable o handling heavier loads. However, this requires alarger sump and, therefore, the bottom closure 204 is larger in thisform. Also, in order to retain communication between the valve and theoil in the sump, the valve sleeve must extend downwardly considerably.While self-priming is possible with such a scavenging device as thevalved conduit ZIS, the oil ilow is reciprocal. Considering the bellowsof Fig. 12, on the other hand, Space consideration in the enginecontainer as a whole may require the smaller sump 11. This entails alowering of the cubic content of the oil chamber and it therefore can belocated at a lower level near the bottom of the sump, enablingsimpiification of the valve system. As a result, self-priming ispossible by a simple check valve andl circulatory flow may be had. Insystems cf the sort considered, the circulatory flow feature is of nolittle importance due to the time intervals entering into the dynamicloading, I

which may be of the order of 1/10 or even 1/100 of a second. Inintervals of such magnitude, recipro cal flow is relatively sluggish ascompared with circulatory iiow.

While certain preferred embodiments of the invention have been shown, itwill be understood that the invention is not limited thereby, sincechanges in the size, shape, and location, for instance, of the variousparts may be resorted to without departing from the spirit or scope ofthe appended claims.

What is claimed is:

l. A container for aircraft engines and the like objects, comprising asubstantially rigid enclosing body having separable sections to allowfor insertion of a said object, a ring connector for said sections,resilient suspension means on said ring connector, a second resilientsuspension means adapted for securement within one of said sec-V tions,ground-engaging skid means, and shockabsorbing elements carried on theground-engaging means and attached to the said body.

2. A container for aircraft engines and the like objects, comprising asubstantially rigid enclosing body having separable parts to allow forinsertion oi a said object, resilient suspension means for an objectwithin said body, ground-engaging skid means, shock-absorbing means,including an air chamber, carried on said ground-engaging means andattached to said body, a conduit leading from the interior of said bodyto said air chamber to communicate pressure therebetween, and valvemeans for applying pressure to the system including the said body andthe said air chamber.

3. A container for aircraft engines and the like objects, comprising asubstantially rigid enclosing body having separable parts to allow forinsertion or a said object, suspension means for an object within saidbody, ground-engaging skid means, and shock-absorbing means carried onsaid ground-engaging means and attached to said body, saidshock-absorbing means comprising an outer resilient diaphragm definingan air chambei', an inner resilient diaphragm defining an oil chamber,valve means openable against an applied pressure to permit now of oilfrom said oil chamber to said air chamber and arranged for relativelyfree flow of oil from said air chamber to said oil chamber.

fl. The device of claim 3, said valve means comprising a spring-pressedcheck Valve in the upper part of said oil chamber, and a springpressedcheck valve in the lower part of said chamber, the spring pressure onthe lower valve being low relatively to that on the upper valve.

5. The device of claim 3, said valve means being located entirely on thelower part of said oil chamber, and conduit providing fluid connectionbetween the oil chamber and the lower part of the air chamber exteriorlyof the valve means.

6. The device of claim 3, said valve means comprising a check valve inthe upper part of said oil chamber, openable outwardly thereof againsttwo successive and distinct spring pressures, and a check valve in thelower part of said oil chamber openable inwardly thereof against aspring pressure which is light in relation to the spring pressuredeiining the opening value for said upper valve.

'.7. A container for aircraft engines and the 4like, comprising asubstantially rigid enclosing body of separable, abutted sections joinedby a coupling member, suspending units depending from said member on oneside only of a diameter thereof, and each comprising elements connectedthrough a plurality of identical, rubberbushed pins, and a suspendingunit depending from one of said sections and also comprising elementsconnected through a plurality of rubberbushed pins.

8. A device as in claim '7, said second-mentioned suspending unitcomprising a bar having undercut slots in its upper surface, supportmeans complementarily engageable in said slots, and means on said one ofsaid sections engageable with said support means to draw said bar intocontact with the inner wall of said one of said sections.

9. A device as in claim 7, said second-mentioned suspending unitcomprising a gimbal connection.

10. A container for aircraft engines and the like, comprising asubstantially rigid enclosing body of separable sections, shoulderedsupport elements extending into one of said sections, a

suspending element having undercutl grooves in which said shoulderedelements are, respectively, receivable, a track on the inner wall ofsaid one of said sections, and a rider element on said suspendingelement, receivable on said track to guide said slots to interengagementwith said shouldered elements.

11. In a device as in claim 10, means exteriorly of the containerassociated with saidl shouldered elements and adapted to draw the sametoward the inner Wall of said one of Said sections.

12. A container for aircraft engines and the like, comprising asubstantially rigid enclosing body, resilient suspension means formounting an object within the body, ground-engaging skid means, andshock absorbers carried between said body and skid means to cushion anddampen the transmission of forces from said skid means to said body,said shock absorbers comprising a liquid-lled bellows, a valve adaptedto open and release liquid from said bellows when said bellows iscompressed between said skid means and said body, a light spring and aheavy spring adapted to operate successively to resist the openingmovement of said valve whereby said light spring dampens out vibrationsof light force and amplitude, and said heavy spring takes the force ofheavy impacts.

13. A container according to claim 12 in which said liquid-filledbellows is enclosed within a larger bellows partially filled with gasunder pressure and partially filled with oil.

14. A container according to claim 13 in which References Cited in thefile of this patent UNITED STATES PATENTS Number Name Date 363,378 FayMay 24, 1887 1,169,625 Dryer Jan. 25, 1916 1,226,420 Uribe May 15, 19171,365,110 Kramer Jan. 11, 1921 1,468,869 Reichstetter, Jr.,

et al Sept. 25, 1923 1,615,812 Romine Jan. 25, 1927 1,727,609 KramerSept. 10, 1929 2,194,459 Frank Mar. 26, 1940 2,225,242 Van Dorn et alDec. 17, 1940 2,271,260 Horsley Jan. 27, 1942 2,351,427 Henshaw June 13,1944 2,356,093 Sampietro et al. Aug. 15, 1944 2,469,156 Corgill May 3,1949 2,494,170 Goldeld et a1 Jan. 10, 1950 2,549,906 Johansson Apr. 24,1951 2,549,907 Johansson Apr. 24, 1951 2,594,586 Ries Apr. 29, 1952FOREIGN PATENTS Number Country Date 221,007 Great Britain Sept. 1, 1924307,154 Great Britain Mar. 7, 1929 849,261 France Nov. 17, 1939

